System of control



H. H. JOHNSTON.

SYSTEM OF CONTROL APPLICATION F ILED JUNE 9,1919.

Patented Apr. 11, 1922.

' To r Cor r ffibller INVENTOR Howard Hdo/msi'bn.

7 AfToRNEY WITNESSES:

x Reverse Opemfibn UNITED STATES PATENT-J'OFFICE.

HOWARD H. OHNSTON, 0F EDGEVOOD BARK, PENNSYLVANIA, ASSIGNOR TO WEST-INGHOUSE ELECTRIC & MIAN'UFACTURIN G GOLMPANY, A CORPORATION OF PENN-SYLVANIA.

SYSTEM- or coivr'non Application filed June 9,

To all whom it may concern:

Be it known that I, HOWARD H. JoHNs'roN, a citizen of the United States,and a resident of Edgewood Park, in the county of Allegheny and State ofPennsylvania, have invented a new and useful Improvement in Systems ofControl, of which the following is a specification. I 4

My invention relates to systems of con-' trol and it has specialrelation to the control of industrial locomotives or the like that maybe governed both from within the vehicle and from a tower or controlroom alongside the track. 1 a

In connection with the loading of coal cars from overhead bins by meansof the familiar chute method, it is impossible for an operator upon thelocomotive to determine the proper distance to move the train, as eachcar is filled, in order to place the succeeding car under the coalchute. However, such control-of the train may readily be effected from atower or control room near the coal-loading apparatus.

It is an object of my invention, therefore, to provide a combinedcontrol system for industrial locomotives whereby the operation thereofduring the hauling of full or empty cars may be governed from anoperators stand within the vehicle, whereas, during the above-mentionedloading operation, the movements of the train, both in direction andmagnitude, may be controlled from a tower near the track.

Another object of my invention is to provide a positive and a negativethird-rail shoe or current-collector for use in connection with both themain and the auxiliary control circuits of a locomotive, together withanother shoe or current-collector that may be energized, eitherpositively or negatively, to determine the direction ofoperation of theelectric locomotive during either type of control of the locomotive,that is, either from within or without the vehicle.

Another object of my invention is to provide a plurality of relaydevices that are associated with the above-mentioned can rent collectorsand the reversencontrol apparatus for the propelling motors in suchmanner that one or another of the relay devices shall be energized toeffect the operai Specification of Letters Patent. Patented Apr, 111922,

1919. Serial No. 302,756.

tion'of the proper switching apparatus to ensure the desired directionof movement of the vehicle. y

Another object of my invention is to provide means for effecting theactuation of the directional control switches immediately upon theenergization of the above-mentioned relay devices when tower control isutilized, under which conditions the reversing and accelerating controlapparatus in the locomotive are placed in disconnected or inoperativepositions. 7

A further object of my invention is to provide a system of the classunder consideration wherein automatic acceleration of the propellingmotors, through a predetermined number of steps, is effected whenoperating from the tower, whereas, partial au tomatic operation andpartial hand operation are provided when the locomotive is operated fromits owncab.

Another object of my invention is to provide suitable electricalinterlocking between the various switches and the relay devices so thatthe proper sequenceof operation is ensured and also relatively lowpotentials are employed in the auxiliary control sys-, tem to decreasethe necessary amount of insulating material and the degree of burning ofthe interlock contact segments and fingers. y

Other ob ects of my inventlon Wlll become evident from the followingdetailed description, taken in conjunction with the accompanyingdrawing, whereim- Figure 1. is a diagrammatic view of the main circuitsof a system of control employed in connectionwith my invention;

Fig. 2 is a diagrammatic view of the auxiliary governing circuits forthe system that is shown inFig. 1; and

Fig. 3 is a sequence chart of well-known form for indicating the properorder of operation of the various illustrated controlling switches.

Referring. to Fig. 1 of the drawing, the main system here showncomprises suitable supply-circuit conductors, such as third-rails 11 and12, for. supplying energy, through over-running third-rail shoes orother ourrent-collecting devices 11 and 12, to a plurality of electricmotors respectively havin connm-itator-type armatures A1 and A2 andseries field windings F1 and F2. A. plurality of accelerating resist rs9 and 10 and controlling switches LS1, LS2, S, G1, G2,

practice.

The &11X]llflly system shown in Fig. 2 comprises actuating coils for thevarious switches that are shown in 1, together with electricalinterlocks or auxiliary conact members that are actuated by certain 0the switches, in accordance with the tan'iiliar construction that isshown in connection with the switch LS2 in Fig. 1, and, in addition, amaster controller ML, having a plurality of operative positions a to z,inclusive, a master reverser MB, a ci'ltout s itch 15, a towercontroller 150, a plurality of relay devices 16 and 17 oi? thedouble-disk type and a control resistor 18 are provided for selectivelyZJOVGl'DlHg the operation of the variois switches in accordance with thesequence that is indicated by Fig. 3. In addition to the supply-circuitconductors 11 and 12, a third supply conductor 13, which may be engagedby an llllltlfiblllllning shoe 13', is provided for eilectins a certainportion of the locomotive control and is adapted to assume eitherpositive or negative polarity, in accordance with the will of theoperator, for purposes to be set forth.

Assuming that it is desired to effect opera-- .tion of the locomotiveduring the hauling period when control from within the locomotive cab ismost suitable, the cutout switch may occupy either its illustrated. oi fpo. tion or the position marked Cab, while the master rev-rser MRinitially occupies its oil position.

Upon movement of the master controller M0 to its in tial operativeposition a, one circuit is established from the positive supply-circuitconductor 11 through shoe 11, conductor 20, train-line conductor 21,conductors 22 and 23, control fingers 2 1 and 25, which are bridged bycontact segment 26 of: the master controller, conductor 27, train lineconductor 28, conductor 29, resistor 30, actuating coil 31 of the relaydevice 17. con ductor 32, trainline conductor and conductor 3 1, to thecurrentcollecting; device 13 and the associated stationary conductor 13,which, under the present lnOpOlntlVG conditions, therefore, is ofpositive polarity. However, the circuit just traced is not completeduntil the masteflreverser MB is actuated to the one or the other of itsoperative positions, subsequently described in detail.

A further circuit is continued from the conductor through conductors iand 41,

control resistor 18, conductors 12, 4.3, it and as, control fingers ltiand -17, which are bridged by contact segment 18 oi. the mastercontroller, conductors 4-9 and 50, train-line conductor 51, conductor 52and shoe 12 to the negative supply-circuit conductor 12. The controlresistor 18 is thus connect-ed between the positive and negativesupply-circuit conductors and is enrployed to provide suitably lowoperating voltages, by means of properly placed taps, to the actuatingcoils for the various switches.

It the master reverser MR is now moved to its forward position, a newcircuit is continued from the conductor through contact segment 38 ofthe master reverser and conductor 39 to the train-line conductor I133,whereby the auxiliary current-colleoting device 13 and thedirectly-connected circuits are made of negative polarity correspending;to that of the conductor 50. Con sequently, the circuit previouslytraced through the actuating; coil 231 of the relay device 17 isenergized. to cause the relay device to assume its upper position.

Under such conditions. a circuit is cstablished from an intermediatetap-point 5!) of the control resistor 18 through condut tors 5 1, 55, 56and 57, lower contact disk 58 of the relay device 17, in its upperposition, conductors 59, upper contact disk 60 ot the relay device 16,in its normal or lower position, conductor 61, the parallel-relatedactuating coils of the switches 2 and 4-, and interlock l-out toconductor (52, a branch circuit being also energized and traversing thepal allel-related actuating coils of the switches (3 and 8 and interlock5-out to the coinluctor 02, whence a common ci 'cuit is completwlthrough conductor (53 to the negative conductor L2.

The directional switches 2, G and H, (orresponding to forward operation,are thus closed, as indicated. by the correspmidiiug cir cles in step aof the sequence chart, Fig. 3.

Upon the closure ot'the switches i and F5. a further circuit iscompleted li'o'rn the couductor i0 through resistor (Tel, an actuatingcoil marked Brake release series-connected interlocks e1--in and Sin andconductor to negative conductor 44. In this w y. the electric orelectro-pneumatic brakes with which the vehicle is equipped areautomatically released as soon as the directional switches a and 8 areclosei'fl and betore the line switch LS1 is closed to connect the motorsto the supply circuit.

Another circuit is established. at this time, from a second intermediatetapimint {it of? the control resistor 18 through conductor (7, interlockLS2-out, actuating coil of the switch 5, interlock G2-out, andcoinluctoi-s ($8, and 541: to the tap-point 5;; o! the control resistor18.

The switch 9 is thus closed previourii to the Hit) connection of themotors to the supply circuit, which may be accomplished by actuating themaster controller to its position Z).

In position 7), a new circuit is established from the tap conductor 67through conductor 69, parallel-related actuating coils of the switchesLS1 and G1, conductor 70, a suitable Brakes-Released interlock,trainline conductor 71, conductor 72, control fin gers 7 3 and 7 4,which are bridged by contact segment 75 of the master controller,conductor 76, train-line conductor 77 and conductors 78, 56, 55 and 54to the tap-point 53 of the control resistor 18. i

The motors are thus connected, in series relation with the acceleratingresistors 9 and 10, across the supply circuit,in accordance with thefollowing series of connections: from the positive supply-circuitconductor 11 through shoe 11, switch LS1, the entire acceleratingresistor 9, armature A1, switch 2, field winding F1, switch 4, conductor35, actuating coil of the current relay orlimit switch 14,junction-point 36, switch S, the entire accelerating resistor 10,armature A2, switch 6, field winding F2, switches 8 and G1 and conductor37 to the negative current collecting device 12. I

Upon the closure of the line switch LS1, a new auxiliary circuit isestablished from the tap-conductor 54 through conductors 55, 68 and 80,contact disk 81 of the current relay 14, when the motor current hasdecreased to a value corresponding to the lower position of the limitswitch, whence circuit is continued through conductor 82, interlocks LS1in and Rl-out, conductor 83 and the actuating coil of theresistor-short-circuiting switch R1, to negative conductor 43.

As soon as the switch R1 has closed, an interlock Rl-in is connected inseries relation with an interlock LSl-in between the tapconductor 54 andthe positive terminal of the actuating coil, wherebythe switch issubsequently maintained closed, irrespective of the condition of thelimit switch 14.

When the current relay 14 has again dropped to its lower position, aprogression circuit is established from the conductor 82 throughinterlocks LSl-in, Rl-in, R2-out and the actuating coil of theresistor-short circuiting switch R2 to negative conductor 63.

A holding interlock R2-in serves to connect interlock LSl-in and the tapconductor 54 directly to the actuatingcoil of the switch R2, as soon asthe switch has closed. I

WVhen the current relay 14 again assumes its lower position, a circuitis established LSl-in, Rl-in, R2-in and R3 out, whence circuit iscontinued through the actuating coil of the resistor-short-circuitingswitch R3 to the negative conductor 63. Upon the closure of the switch,a holding interlock R3-in is from the conductor 82 through interlocksconnected in circuit similarly to the previously mentioned holdinginterlocks Rl-in and R2-in.

The accelerating resistor 9 is thus gradually short-circuited, throughthe automatic action of the current relay 14, to effect a predetermineddegree of acceleration oithe propelling motors, the master controller MGremaining in position 1) throughout such automatic accelerating period.

Upon movement of the master controller to its position 0, the contactsegment engages control finger 84, whence circuit is completed throughconductor 85, train-line conductor 86, conductor 87 and the actuatingcoil for the switch R4 to negative conductor 63. v

In a similar manner, contact segment 75 successively engages controlfingers 88 and 89 in positions cl and e of the master controller toenergize conductors 90 and 91 and the actuating coils for the switchesR5 and R6, respectively. The other accelerating resistor 10 is thusgradually short-circuited by hand operation, that is, by successivemovements of the master controller MC, and, consequently, the motors areconnected in fullseries relation, corresponding to vposition e of themaster controller. 7 To effect the transition of the motors to parallelrelation, the master controller is moved, through its transitionposition, to the initial parallel position f. In the first place, theswitches R4, R5 and R6 are opened by reason ofthe de-energization of thecor responding control fingers 84, 88 and 89 of the master controller.In this way the accelerating resistor 10 is included in circuit with thearmature A2 during the transitional and the initial parallel operatingperiods. Furthermore, during the transition,'a new auxiliary circuit isestablished from the tapconductor 67 through conductor 92, actuatingcoilof the switch G2, conductor 93, train-line conductor 94, conductor 95and control finger 96, which is engaged by the master-controller contactsegment 75. The switch G2 is thus closed to eifect the closure of atemporary shunting circuit including the resistor 10 around the armatureA2 and I ther auxiliary circuit is established from the conductor 92,through interlock S-out and the actuating coil of the switch LS2 toconductor 93. i r a In this way, the series-connecting switch S isopened, while the parallel-connecting line switch LS2 is closed. Themain circuits, at this time, may be traced as follows. One

circuit is established from the positive current-collecting device 11through switches LS1, R1, R3 and R5, armature A1, switch 2, fieldwinding F1, switch 1, conductor 35, actuating coil of the current relay1 1, junctionpoint 36, conductor 100, switch G2 and con ductor 37 to thenegative shoe 12. A branch circuit includes conductor 101, switch LS2,accelerating resistor 10, armature A2, switch 6, field winding F2,switches 8 and G1 and negative conductor The main machines are thusconnected in parallel relation, the resistor 10 being connected incircuit with the machine having the armature A2.

In positions 9, h and i of the master controller, the contact fingers 81-, 88 and 89 are again successively engaged by the contact segment 75,whereby the switches R4, R5 and R6 are closed in that order to graduallyshort-circuit the resistor 10.

lVhenever reverse operation of the locomotive (at rest) from the cabthereof is desired, the master controller is moved to its initialposition a, and the master reverser MR is actuated from its off to itsreverse position Rev. Consequently, a circuit is established from thepositive current-collecting device 11' through conductor 20, trainlineconductor 21, conductors 22 and 102, contact segment 108, correspondingto reverse position of the master reverser, conductor 39, train-lineconductor 33, and conductor 3 1 to the auxiliary contact shoe 13',which, in the present instance, is thus made of positive polarity, whichis the opposite to that assumed when forward operation of the vehiclewas to be effected. In other words, the auxiliary shoe 13 is oppositelyenergized in accordance with, and to determine. the direction of,operation of the vehicle.

Since conductors 29 and 32 are now both of positive polarity, nomovement of the relay device 17 occurs, as was the case during forwardoperation of the vehicle. However, a new circuit is established from thepositively energized conductor 32 through conductor 104-, actuating coil105 of the relay device 16, a resistor 106 and conductor 4: 1,

whence circuit is completed, as already traced, to the negative contactshoe 12.

In this way, the relay device 16 is actuated to its upper position tocomplete a circuit from tap-conductor 54- through conductors 55, 56 and57, contact disk 108 of the relay device 17, in its normal lowerposition, conductor 109, contact disk 110 of the energized relay device16 in its upper position, conductor 11.1, pz'irallel-related actuatingcoils of the switches 1 and 3, and interlock 2-out to conductor 112, abranch circuit including parallel-related actuating coils of theswitches 5 and 7 and interlock 6-outto the conductor 112, whence acommon circuit is completed tl'irough conductors 62 and ()5 to thenegative terminal of the control resistor 1], as previously set forth.Consequently, the directional switches 1, 2i, 5 and T, correspending toreverse operation of the vahicle, are closed, as indicated by thecrosses in step a of the sequence chart,l*ig.

It is believed that the function of the switches 1, 3, 5 and 7, wherebythe connection of the field windin s, with respect to the correspondingarmatnres of the main system shown in Fig. 1, are reversed, will bereadily understood without requiring a detailed tracing of the maincircuits.

Upon the closure of switches 3 and 7, the circuit of the brake-releasemagnet is completed through interlocks 3-in and 7-in, which bridge theinterlocks d-in and S-in described above in connection with forwardoperation of the vehicle. The remaining operation of the system from thelocomotive cab to effect complete series-parallel connections of thepropelling motors is identical with that already set forth, and nofurther exposition thereof need be given here.

Under the loading conditions of the train as previously mentioned, thecontrol thereof is effected from a station or tower near the loadingapparatus. The train operator, therefore, returns the master emit-rollerand the master reverser to the illustrated off positions and actuatesthe cut-out switch 15 to its position Tower.

If it is then desired to effect a forward operation of the train toproperly spot a car that is to be loaded, the tower operator actuatesthe switch or controller 15 into its forward position.

A circuit is thereby established from the negative supply conductor 12through conductor 116, contact segment 119 of the tower controller andconductor 117 to the auxiliary supply-circuit conductor 13, whereby theauxiliary contact shoe 13 is made of negative polarity, as was the casewhen forward operation of the vehicle from within the locomotive cab waseffected.

Ilpon the negative enei \tion oi the contact shoe 13 and the directlyassociatiu'l circuits, a circuit in the li'icomotivc is established fromthe positive onrrcnt-colleci.int! device 11, through conductor 20.train-linc conductor 21, conductors and 120, control lingers 121 and122, which are bridged by contact segment 123 of the cutout switch 15,whence circuit is completed through conductors 123a. and 27, train-linecoinluctor 28 and conductor 29, to the ctuating coil 2-1 of the relaydevice 17, corrcsgiiending to forward vehicle operation, which coil isconnected to the auxiliary contact shoe 121. Since this shoe has beenmade of negative polarity by TQHSOH of the previmisly-describedactuation of the tower controller 151 the relay device 1'? is actuatialto its upper position in'iincdiately upon the operatimi of the towercontroller and, consequently, the

forward directional switches 2, at, 6 and 8 are closed. Q

Likewise, the control resistor 18 is energized by reason of its:connection to the positively energized conductor 29, and the switch Sis, therefore, closed in accordance with the previously-traced circuits.The f brake-release coil is also energized, at this time, by'reason ofthe energization of the previously traced circuit fromthe conduc- 1 G1,one end of which circuit is connected to the ta -conductor 67 iscontinued as far as l conductor 72, in accordance with the previousdescrlptlonthereof, whence direct cona contact segment 125 of the cutoutswitch 15. Consequently, the switches LS1 and G1 are closed to connectthe machines in series relation with the accelerating resistors 9 and'10, across thesupply circuit.

Upon the closure of the line switch LS1, the previouslyedescribedautomatic progressive operation of the resistor-shortcircuitingswitchesRl, R2 and R3, in accordance with the movements of the limitswitch 14, isagain efiiected. j

The automatic operation ofthe system to the stage just described issuflicient to efiect the desired spotting of the train and,consequently, no further provision for control of the train from thetower need be-made.

For effecting reverse movement of .the train from the tower, thecontroller 15a is thrown to its position Rev. whereby the positivesupply conductor 11 is connected through conductor 115, contact segment126 and conductor 117 to the auxiliary supplycircuit conductor 13. Inthisway, the auxiliary contact shoe 13 and the directly asso ciatedcircuits are made of positive polarity, corresponding to the operationof the master" reverser MRfin position Rev. during the operation oil thelocomotive from the cab thereof. It will be understood, therefore,

- that, in the present instance, the relay device parts herein setforth, as various modifi ca- I tions thereof may be made without departng from the spirit and scope of my invention.

I desire, therefore, that only such'limitations shall be imposed as areindicated in the appended claims.

I claim as my invention: 1. In a system of vehicle control, the combination with a dynamo-electric mcalnne, 01

a single current-collecting device having different polarities duringdifferent operations of the vehicle, and a plurality ofconstantpolaritycurrent-collecting devices. I

2. In a system of vehicle control, the combination with adynamo-electric machine, of

3. In a system of vehicle control, the coin bination with adynamo-electricmachine and a plurality of supply conductors of oppositepolarities, of an auxiliary conductor, and

means for connecting said auxiliary. conductor to the one or the otherof said supply conductors to effect diflerent operations of nection toconductor 7 6 is made by means of said machine. 7

4. In a system of vehicle control, the com- 5. In a system of vehiclecontrol, the comi bination with a dynamo-electric machine, of

a plurality of re'lay devices for respectively I controlling differentoperations of said machine, and means for selectively actuating the oneor the other of said relay devices to complete certain circuits throughthe remaining. relay device in its normaliposition to inaugurate the oneor the other of such operations. i

6. In a system ofvehicle control, the combination with a dynamo-electricmachine, of a plurality of relay devicestfor respectively controllingdifferent operations of said ma chine, a. plurality of supply conductorsof opposite polarities, an auxiliary conductor connected to oneterminal. of the actuating circuits for said relay devices, and meansfor connecting said auxiliary. conductor to the one or the other of saidsupply conductors to actuate the corresponding relay 16 is operated toeffect the closure of the device and inaugurate the correspondingmachine operation. I

7. In a system of vehicle control, the combination with adynamo-electric machi'ne, of a plurality of relay devices forrespectively controlling the forward orreverse operation of saidmachine, a plurality of supply conductors of "opposite polarities, anauxiliary conductor connected to one terminal of the actuatingcircuitsfor said relay devices, and means comprising a reversing-controller forsaid machine for connecting said auxiliary conductor to the one or theother of said supply conductors to actuate the corresponding relaydevice and inaugurate the corresponding vehicle operation. a

8. In a system oi? vehicle control. the combination with adynamo-electric machine, of a plurality of relay devices "forrespectively controlling difl'erent operations of said machine, aplurality of. supply conductors of different electrical characteristics,an auxiliary conductor connected to oneterminal of the actuating coilsfor said relay devices, and means -for connecting said auxiliaryconductor to the one or the other of said supply conductors to actuatethe corresponding relay device and inaugurate the corresponding machineoperation.

9. In a system of vehicle control, the combination with adynamo-electric machine, of a plurality of relay devices forrespectively controlling the forward or reverse operation of saidmachine, a plurality 0i supply conductors of different electricalcharacteristics, an auxiliary conductor connected to one terminal of theactuating coils for said relay devices, and means comprising areversingcontroller for said machine for connecting said auxiliaryconductor to the one or the other of said supply conductors to actuatethe corresponding relay device andinaugurate the corresponding vehicleoperation.

10. In a system of vehiclecontrol, the combination with a dynamoclectricmachine, of a plurality of relay devices for respectively controllingforward and reverse operation of said machine, and means for selectivelyenergizing the one or the other relay device to complete certaincircuits through its energized position and the normal de-energizedposition of the remaining relay device to determine .the direction ofmovement of said machine.

11. In a system of vehicle control, the combination with adynamo-electric machine, of a plurality of relay devices for respcctively controlling different operations of said machine, a plurality ofsupply conductors of opposite polarities, an auxiliary conductorconnected to one terminal. of the actuating circuits for said relaydevices, and means for connecting said auxiliary .conductor to the oneor the other supply eonductors to energize the one or the other relaydevice and. to complete certain circuits through the energized positionof the corresponding relay device and the normal deenergized posit-ionof the remaining relay device.

v12. In a system of vehicle c-ontrohthe combination with adynamo-electric machine, of means upon the vehicle comprising acontroller for effecting operationotf said machine, and means foralternatively operating the vehicle comprising a switching device uponthe vehicle and a controller located'outsidethe vehicle,

13. In a system of vehicle control, the combination with adynamo-electric machine, of means upon the vehicle comprising acontroller and a revcrser for effecting operation of said machine, andmeans for alternatively operatingthe vehicle comprising a cut-out switchupon the vehicle and a controllerlocated outside the vehicle.

14. In a system of vehicle control, the combination with adynamo-electric machine, of a plurality of supply conductors ofdilierenteloctrical characteristics, an auxiliary conductor, meanslocated upon the vchicle for connecting said auxiliary conductor to theone or the other supply conductor to ei'lect different operations of themachine, and alternative means having switching devices located withinand without the vehicle for effecting similar connections of saidauxiliary conductor to effect corresponding operation of the machine.

15. In a system of vehicle control, the combination with adynamo-electric machine, of a plurality of supply conductors of oppositepolarities, an auxiliary conduc tor, means located upon the vehiclecompris ing a reverser for-energizing said auxiliary conductor from theone or the other supply conductor to determine the direction ofoperation of said machine, and alternative means comprising a cutoutswitch upon the vehicle, and a controller outside the vehicle foreffecting similar energization of said auxiliary conductor to effectcorresponding operation of the machine.

16. In a system of vehicle control, the combination with adynamo-electric machine, ot a plurality of supply conductors of oppositepolarities, an auxiliary conductor,

-means located upon the vehicle comprising a reverser to be thrown inthe one or the other direction to etlect energization of said auxiliaryconductor from the one or the other supply conductor for determining thedirection oi operation of said machine and also comprising amulti-position controller for effecting operation of the machine, andalternative means comprising a cutout switch uponthc vehicle and. acontroller outside the vehicle for effecting similar energization ofsaid auxiliary coiuluctor to immediately effect corres wndingdirectional operation of: said machine while said reverser and saidcontroller-occupy iimperative positions.

17. In a system of vehicle control, the combination with adynamo-electric machine, of a 'ilumlity of relay devices forrespectively controlling the forward or reverse operation ofsaidmachine, a plurality of supply conductors of opposite polarities, anauxiliary conductor connected to one terminal of the actuating circuitsfor. said relay devices, means upon the vehicle comprising areversing-controller for said machine for energizing said auxiliaryconductor from the one or the other of said supply conductors to actuatethe corresponding relay device and inaugurate the corresponding vehicleoperation, and alternative means comprising a cutout switch upon thevehicle and a controller outside the vehicle for effecting similarenergization of said auxiliary conductor to immediately efi'ectactuation of the corresponding relay device and the correspondingdirectional operation of said machine while said reversing-controlleroccupies aninoperative position.

18. In a system of vehicle control, the combination with adynamo-electric machine, of means upon the vehicle comprising amulti-position controller for efi'ecting complete operation of saidmachine, and alternative meansfor automatically operating the machine toa certain stage comprising a switching device upon the vehicle and acontroller located outside the vehicle.

19,111 a system of vehicle control, the combination with an electricmotor, of means upon the vehicle comprising a multi-position controllerand a reverser for effecting complete acceleration of said machine, andalternative means for automatically operating said machine to a certainstage comprislng a cutout switch upon the vehicle and a controllerlocated outside the vehicle.

. other supply conductor to determine the direction of operation of saidmachine and to effect combined automatic and manual acceleration of themachine, and alternative means comprising a cutout switch upon thevehicle and a controller outside the vehicle for eflecting similarenergization of said auxiliary conductor to-efiect automaticacceleration of said machine in a corresponding direction to a certainstage.

In testimony whereof, I have hereunto subscribed my name this 29th dayof May, 1919.

HOWARD H. JOHNSTON.

